Detecting and avoiding conflicts between aircraft

ABSTRACT

An aircraft includes a display and an avoidance system. The avoidance system is configured to determine a first predicted trajectory of the aircraft, determine a second predicted trajectory of an additional aircraft, and determine a conflict zone volume based on an intersection between the first predicted trajectory and the second predicted trajectory. The conflict zone volume indicates a predicted volume of airspace in which the aircraft and the additional aircraft experience a loss of separation. The avoidance system is configured to render a conflict zone on the display based on the conflict zone volume. The rendered conflict zone graphically represents the conflict zone volume on the display.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims the benefit of U.S. Provisional Application No.63/020,937, filed on May 6, 2020. The disclosure of the aboveapplication is incorporated herein by reference in its entirety.

FIELD

The present disclosure relates to aircraft conflict avoidance.

BACKGROUND

Aircraft separation may refer to the concept of keeping two aircraft atleast a minimum distance from one another. Maintaining a minimumseparation distance may reduce the risk of aircraft collisions andprevent incidents due to other factors (e.g., wake turbulence). Minimumseparation may also be applied to other objects and terrain. A conflictbetween two aircraft may refer to an event in which the two aircraftexperience a loss of minimum separation. In some implementations, airtraffic controllers may monitor the location of aircraft in theirairspace and enforce traffic separation rules to prevent conflicts.

SUMMARY

In one example, the present disclosure is directed to an aircraftcomprising a display and an avoidance system. The avoidance system isconfigured to determine a first predicted trajectory of the aircraft,determine a second predicted trajectory of an additional aircraft, anddetermine a conflict zone volume based on an intersection between thefirst predicted trajectory and the second predicted trajectory, whereinthe conflict zone volume indicates a predicted volume of airspace inwhich the aircraft and the additional aircraft experience a loss ofseparation. The avoidance system is configured to render a conflict zoneon the display based on the conflict zone volume, wherein the renderedconflict zone graphically represents the conflict zone volume on thedisplay.

In one example, the present disclosure is directed to non-transitorycomputer-readable medium comprising computer-executable instructions.The computer-executable instructions cause a processing unit todetermine a first predicted trajectory of a first aircraft, determine asecond predicted trajectory of a second aircraft, and determine aconflict zone volume based on an intersection between the firstpredicted trajectory and the second predicted trajectory, wherein theconflict zone volume indicates a predicted volume of airspace in whichthe first aircraft and the second aircraft experience a loss ofseparation. The instructions cause the processing unit to render aconflict zone on a pilot display based on the conflict zone volume,wherein the rendered conflict zone graphically represents the conflictzone volume on the pilot display.

In one example, the present disclosure is directed to an aircraftoperations center comprising an avoidance system. The avoidance systemis configured to determine a first predicted trajectory of a firstaircraft, determine a second predicted trajectory of a second aircraft,and determine a conflict zone volume based on an intersection betweenthe first predicted trajectory and the second predicted trajectory,wherein the conflict zone volume indicates a predicted volume ofairspace in which the first aircraft and the second aircraft experiencea loss of separation. The avoidance system is further configured torender a conflict zone on a pilot display based on the conflict zonevolume, wherein the rendered conflict zone graphically represents theconflict zone volume on the pilot display.

In one example, the present disclosure is directed to a methodcomprising determining a first predicted trajectory of a first aircraft,determining a second predicted trajectory of a second aircraft, anddetermining a conflict zone volume based on an intersection between thefirst predicted trajectory and the second predicted trajectory, whereinthe conflict zone volume indicates a predicted volume of airspace inwhich the first aircraft and the second aircraft experience a loss ofseparation. The method further comprises rendering a rendered conflictzone on a pilot display based on the conflict zone volume, wherein therendered conflict zone graphically represents the conflict zone volumeon the pilot display.

In one example, the present disclosure is directed to a methodcomprising detecting a loss of separation between a first aircraft and asecond aircraft, rendering a graphical user interface (GUI) on a pilotdisplay of the first aircraft indicating that the first aircraft isexperiencing a loss of separation with the second aircraft, anddetermining a resolution maneuver for the first aircraft, wherein theresolution maneuver is configured to regain separation between the firstaircraft and the second aircraft. The method further comprises renderinga maneuver indicator on the pilot display based on the resolutionmaneuver, wherein the maneuver indicator graphically indicates thedetermined resolution maneuver for a pilot to execute in order to regainseparation between the first aircraft and the second aircraft. Themethod further comprises receiving pilot input that controls the firstaircraft according to the maneuver indicator, determining when the lossof separation is resolved, and modifying the rendering of the GUI toindicate that the first aircraft is not experiencing a loss ofseparation.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure will become more fully understood from thedetailed description and the accompanying drawings.

FIG. 1 illustrates an example environment that includes a plurality ofaircraft, a runway, an air traffic control facility, and an aircraftoperations center.

FIGS. 2A-2G illustrate example implementations of an avoidance systemincluded in an aircraft and/or aircraft operations center.

FIGS. 3A-3J illustrate example avoidance graphical user interfaces(GUIs) that include rendered conflict zones.

FIGS. 4A-4C illustrate example avoidance GUIs indicating that anaircraft may enter a conflict zone.

FIGS. 5A-5D illustrate example avoidance GUIs that include renderedconflict zones generated in response to multiple intruders.

FIGS. 6A-6G illustrate example avoidance GUIs including maneuverindicators.

In the drawings, reference numbers may be reused to identify similarand/or identical elements.

DETAILED DESCRIPTION

FIG. 1 illustrates an example environment that includes a plurality ofaircraft 100, 102, a runway 104, an air traffic control (ATC) facility106 (e.g., an ATC tower), and an aircraft operations center 108 (AOC).The plurality of aircraft include an ownship aircraft 100 and otheraircraft 102-1, 102-2. The ownship 100 may implement a conflictavoidance system 200 (hereinafter “avoidance system 200”) that assiststhe pilot in identifying and avoiding the other aircraft 102-1, 102-2.For example, the avoidance system 200 may render an avoidance graphicaluser interface (GUI) on an ownship display that the pilot may use toavoid conflicts with the other aircraft 102-1, 102-2. The ownship 100and/or AOC 108 may implement the avoidance system 200 in a variety ofdifferent ways. Different implementations of the avoidance system 200are illustrated herein (e.g., see FIGS. 2A, 2F, and 2G). The differentimplementations of the avoidance system are numbered as 200-1, 200-2,and 200-3. The different implementations of the avoidance system may begenerally referred to herein as avoidance system 200.

The avoidance system 200 may predict and detect conflicts betweenaircraft. In some cases, a conflict may be referred to as a “loss ofseparation.” The avoidance system 200 may also provide a pilot withactionable visual/audio information in response to prediction/detectionof the conflicts. For example, the avoidance GUIs may display actionableinformation to the pilot that helps the pilot avoid potential conflicts.The avoidance GUIs may also display actionable information that helpsthe pilot resolve a realized conflict (e.g., a current loss ofseparation).

The avoidance system 200 may predict the trajectory of the ownship 100and other aircraft 102-1, 102-2. The avoidance system 200 may determinewhether the other aircraft will conflict with the ownship based on thepredicted trajectories. A conflict between the ownship and anotheraircraft may refer to a scenario where the ownship and the otheraircraft come within less than a threshold distance from one another(e.g., violate a minimum safe distance). Although a collision may occurbetween two aircraft during a loss of separation, a conflict does notnecessarily imply a scenario where there will be a collision betweenaircraft.

The avoidance system 200 may predict whether there may be a futureconflict with other aircraft, such as a future loss of separation due toa flight modification by the ownship and/or the other aircraft. Theavoidance system 200 may also determine whether there is a realizedconflict with other aircraft. Other aircraft that currently conflictwith the ownship and/or may potentially conflict with the ownship withina period of time may be referred to herein as “intruder aircraft” or“intruders.”

The avoidance system 200 may determine one or more conflict zones in theairspace based on the ownship predicted/planned trajectory and thepredicted trajectories of one or more intruders. The conflict zone mayrefer to a portion of airspace in which a conflict is occurring, or mayoccur, between the ownship and one or more intruders. For example, theconflict zone may refer to a volume (e.g., a conflict volume) ofairspace in which loss of separation is occurring, or may occur, betweenthe ownship and one or more intruders. Although the conflict zone maydefine a volume of airspace, in some cases, a conflict zone may refer toone or more areas or other geometries.

The avoidance system 200 may include an avoidance interface for thepilot. The avoidance interface may include an avoidance GUI in someimplementations. Additionally, or alternatively, the avoidance pilotinterface may include other interface components described herein (e.g.,pilot input/output components). The avoidance interface components maybe dedicated to avoidance features described herein and/or provideadditional functionality for monitoring/controlling the ownship.

The avoidance system (e.g., avoidance interface) may render an avoidanceGUI that includes avoidance GUI elements (e.g., graphics/text) that thepilot may use to avoid and resolve conflicts with intruders. Exampleavoidance GUI elements described herein may include, but are not limitedto, a rendered conflict zone 300 (e.g., see FIGS. 3A-3J) and a renderedresolution maneuver indicator 600 (e.g., see FIGS. 6A-6G). The avoidanceGUI elements described herein may be included in other aircraft GUIsand/or included on displays that are dedicated to conflict avoidance.

The avoidance system 200 may notify the pilot of a potential conflictusing one or more avoidance GUI elements. For example, FIGS. 3A-3Eillustrate an example rendered conflict zone 300 that is rendered in afirst-person view. A rendered conflict zone may refer to a GUI elementthat indicates a potential conflict with one or more intruders. FIGS.5A-5D illustrate avoidance GUIs that include multiple rendered conflictzones in a first-person view. Other example avoidance GUIs may includerendered conflict zones in a top-down view (e.g., see FIG. 3F), a sideview (e.g., see FIG. 3G), and a third-person view (e.g., see FIG. 3H).

The avoidance system 200 may generate an avoidance GUI that indicateswhen the ownship is headed into a conflict zone. For example, FIGS.4A-4C illustrate example GUIs in which overlap of the flight path vectorGUI element (e.g., 400) and the rendered conflict zone indicate that theownship is headed into a conflict zone. Additionally, in FIGS. 4B-4C,the flight path vector and/or rendered conflict zone may be shaded toindicate that the ownship is headed into a conflict zone. The avoidancesystem 200 may generate a different avoidance GUI in the case of arealized conflict. For example, the avoidance GUI of FIG. 6G illustratesa colored GUI with blinking text that indicates an actual loss ofseparation.

The avoidance system 200 may generate a resolution maneuver indicatorGUI element (hereinafter “maneuver indicator”) that indicates aresolution maneuver that the pilot may perform to avoid the conflictzone and/or recover separation. For example, FIGS. 6A-6F illustrateexample maneuver indicators 600 that indicate maneuvers the pilot mayexecute to prevent a conflict. FIG. 6G illustrates an example maneuverindicator that indicates a maneuver the pilot may execute to recoverfrom a current conflict.

In some implementations, the avoidance system 200 may provide other cuesto the pilot for identifying and avoiding potential/realized conflicts.The other cues may be in addition to the avoidance GUIs, or as analternative to the avoidance GUIs. In some examples, the avoidancesystem 200 may provide avoidance audio, such as voice feedback and/orother sounds (e.g., warning sounds) that indicate potential/realizedconflicts and/or avoidance maneuvers. As another example, the avoidancesystem 200 may provide visual feedback, such as flashing lights thatindicate potential/realized conflicts and/or avoidance maneuvers. Asanother example, the avoidance system 200 may provide tactile/hapticfeedback that indicates potential/realized conflicts and/or avoidancemaneuvers. For example, the avoidance system 200 may actuate vibrationof the pilot controls or other device(s) that the pilot is touchingand/or wearing (e.g., a watch).

The avoidance system 200 may operate in a variety of different flightscenarios. For example, the avoidance system 200 may operate at highaltitudes where flight paths tend to be straighter and at higher speeds.As another example, the avoidance system 200 may operate during takeoffand landing near airports, where there may be a high density of trafficand greater likelihood of aircraft maneuvering. In some implementations,the avoidance system 200 may be configured to operate in differentmanners, depending on the flight scenario (e.g., en-route, landing,takeoff, etc.).

The avoidance system 200 may be implemented in a variety of aircraft,such as a fixed-wing aircraft (e.g., an airplane), a rotorcraft (e.g., ahelicopter), a vertical takeoff and landing aircraft (VTOL), an electricaircraft, and/or a balloon. In some implementations, the ownship mayinclude a human pilot that controls the ownship. In otherimplementations, the ownship may be piloted remotely. For example, theavoidance system 200 may be implemented in the AOC 108 (e.g., see FIG.2G). In this example, a remote pilot may control the ownship from theAOC 108 and view the avoidance GUI elements on one or more displays inthe AOC 108. Using the actionable information provided by the avoidanceGUIs and other interfaces described herein, a local/remote pilot maysafely and easily avoid/resolve conflicts with other aircraft.

Referring to FIG. 1, the ownship 100 and the other aircraft 102 may beassociated with a historical trajectory (e.g., 110, 112-1, 112-2) and apredicted trajectory (e.g., 114, 116-1, 116-2). A trajectory may referto a sequence of positions of an aircraft over time. The historicaltrajectory may refer to a sequence of positions, or estimated positions,prior to the present time. The predicted trajectory may refer to apredicted sequence of positions at future times. Each of the aircraftmay also have a current trajectory (e.g., a trajectory at the presenttime). In some implementations, a trajectory may also refer to otherparameters of the aircraft, such as a velocity of the aircraft atdifferent points in time. In some implementations, the velocity of theaircraft may be determined based on the change in position of theaircraft.

The avoidance system 200 may predict the trajectory of an aircraft basedon the state of the aircraft. For example, the avoidance system maypredict an aircraft's trajectory based on at least one of: 1) theattitude of the aircraft, 2) the position of the aircraft, and 3) thevelocity of the aircraft. To predict the trajectory, the avoidancesystem 200 may extrapolate the future position/velocity of the aircraftbased on the historic and/or current state of the aircraft. In someimplementations, the avoidance system 200 may predict the trajectory ofan aircraft based on a flight plan, such as a flight plan stored on theownship or received from another aircraft.

In some cases, the pilot may manually pilot the ownship without aspecific flight plan, such as during a sightseeing tour or an emergencyflight (e.g., an air medical flight). Similarly, in some cases, thepilot may manually pilot the ownship according to a flight plan that isnot accessible by the avoidance system 200 (e.g., not stored in memory).In these cases, the ownship may predict the trajectory of the ownshipbased on factors described herein, other than a stored flight plan.

In some cases, the pilot may control the ownship according to a flightplan that is accessible by the avoidance system 200. For example, thepilot may enter the flight plan into a flight management system (FMS)202 for storage and reference during flight. In this case, the avoidancesystem 200 may project/predict the trajectory of the ownship based onthe flight plan stored by the FMS 202. For example, the flight plan mayinclude a list of waypoints, where the avoidance system 200 may takeinto account the next waypoint when making the trajectory prediction. Ina more specific example, the trajectory projection/prediction mayinclude the next waypoint and areas near the next waypoint.

In the case where the ownship is controlled by the autopilot (e.g.,according to the FMS), the trajectory of the ownship may beprojected/predicted according to the flight plan. In these cases, theautopilot may control the ownship to fly in mostly straight paths, withturns when reaching waypoints or performing an approach into an airport.The ownship trajectory under autopilot control may include a smallvolume around the planned/predicted trajectory (e.g., a tube/cylinder)instead of an expanding cone, as illustrated in FIG. 1. The small volume(e.g., tube/cylinder) may account for flight technical error.

The ownship future trajectory may be referred to as a planned trajectoryor as a projected/predicted trajectory, depending on the manner in whichthe ownship trajectory is controlled. When the ownship is controlled byan autopilot, the trajectory of the ownship may be projected accordingto a flight plan. When the ownship is manually controlled by a pilot,the trajectory of the ownship may be a predicted trajectory. The ownshipfuture trajectory, whether predicted/projected or planned, may bereferred to herein generally as the “ownship trajectory.”

FIG. 1 illustrates historical and predicted trajectories of the ownship100, an intruder 102-1, and another aircraft 102-2. The historicaltrajectories 110, 112-1, 112-2 are illustrated as broken lines. Theprojected/predicted trajectories 114, 116-1, 116-2 are illustrated ascovering a portion of airspace into which the aircraft may enter at afuture time. In some implementations, locations within the predictedtrajectories may be associated with a probability that the aircraft willbe located in the location. In the case the ownship, or other aircraft,is following a planned trajectory, the planned trajectory may be moredefined than those illustrated in FIG. 1. For example, a plannedtrajectory may be illustrated as a line, or narrower cone, thatdelineates a more specific future airspace. Although the trajectoriesare illustrated as two dimensional and triangular in FIG. 1, thetrajectories may be calculated in a variety of ways, such as cones,ellipses, and in three dimensions.

The avoidance system 200 may determine a conflict zone 118 based on theownship trajectory and the intruder trajectory. For example, theavoidance system 200 may determine that a conflict zone exists in avolume where the ownship trajectory intersects with one or more otheraircraft predicted trajectories. The determined conflict zone mayrepresent a space in which the ownship may experience a loss ofseparation with the intruder(s). In one example, the ownship trajectorymay intersect with a single intruder predicted trajectory in a singleconflict zone. In another example, the ownship trajectory may intersectwith multiple intruders in a single conflict zone or in separateconflict zones. The conflict zone 118 in FIG. 1 is illustrated as anoverlap between the ownship trajectory 114 and a single intruderpredicted trajectory 116-1.

Although the conflict zone 118 is illustrated in two dimensions as anoverlap between triangular predicted trajectories, the conflict zone maybe calculated in other manners. For example, the conflict zone may becalculated in three dimensions as intersections between other types ofgeometrical shapes and/or probabilistic distributions for the locationsof the ownship and the intruder(s). For example, the conflict zone maybe calculated as an intersection between cones, lobes, and/or othergeometries. The shape of conflict zones may also depend on howtrajectories are calculated and how the trajectories intersect with oneanother. As such, the conflict zones illustrated and described hereinare only example conflict zones. In some implementations, the conflictzone may also include a time dimension. For example, the presence of aconflict zone and/or the shape of the conflict zone may change over aperiod of time. In a specific example, different conflict zonegeometries may be associated with different future times.

The ownship 100 and other aircraft 102-1, 102-2 may be in communicationwith the ATC 106. For example, the pilot(s) may communicate via radiowith the ATC 106. The pilot(s) and the ATC 106 may exchange a variety ofinformation, such as information related to the proximity of otheraircraft, weather information, authorization to land, and sequencing ofaircraft. Although a runway 104 is illustrated, other touchdown areasmay include, but are not limited to, a heliport, a vertiport, a seaport,unprepared landing areas, and a moving touchdown area (e.g., an aircraftcarrier). Although a single runway at a single airport is illustrated inFIG. 1, one or more airports may each include one or more runways.

The ownship 100 may communicate with the AOC 108. For example, theownship 100 may communicate with the AOC 108 via a data connectionand/or via a radio relay located on the aircraft. The AOC 108 maymonitor and/or control operation of the ownship. For example, humanoperators at the remote AOC 108 may monitor/control ownship operations.In a specific example, the AOC 108 may send flight commands to theownship 100 and receive data from the ownship 100 and other sources. Insome implementations, a human operator at the AOC 108 may be in contactwith the ATC 106.

The avoidance system 200, or components of the avoidance system 200, maybe implemented in the AOC 108 (e.g., see FIG. 2G). Accordingly, one ormore features of the avoidance system 200 described herein may beimplemented at the AOC 108. For example, the AOC 108 may includecomputing devices that predict the trajectories of aircraft, determinerealized/potential conflicts, and/or generate avoidance GUIs. In someimplementations, the AOC 108 may include one or more displays and pilotcontrols that are operated by a pilot located in the AOC 108. In thisexample, the display(s) at the AOC 108 may display the avoidance GUIsand additional UI.

FIGS. 2A-6G illustrate and describe features of the avoidance system200. FIGS. 2A-2E describe an example ownship 100 that includes anavoidance system 200. For example, FIGS. 2A-2E describe an ownship 200that predicts aircraft trajectories, determines conflict zones, andgenerates avoidance GUIs. FIGS. 2F-2G illustrate alternativeimplementations of the avoidance system 200 in the ownship 100 and AOC108, respectively. FIGS. 3A-3J illustrate example avoidance GUIs thatinclude rendered conflict zones. FIGS. 4A-4C illustrate exampleavoidance GUIs indicating that the ownship may enter a conflict zone.FIGS. 5A-5D illustrate example avoidance GUIs that include renderedconflict zones generated in response to multiple intruders. FIGS. 6A-6Gillustrate example avoidance GUIs including maneuver indicators.

FIG. 2A is a functional block diagram of an example ownship 100 that mayimplement an avoidance system 200-1. The ownship 100 of FIG. 2Aincludes: 1) sensors 204, 2) communication systems 206, 3) navigationsystems 208, 4) an FMS 202, 5) a flight control system 210, 6) actuators212, 7) an engine controller 214, and 8) pilot input/output (I/O) 216.The ownship 100 may acquire data from the sensors 204, communicationsystems 206, and navigation systems 208. The FMS 202, including anavoidance system 200-1, may assist the pilot in navigation and avoidanceof conflict zones. For example, the avoidance system 200-1 may generateavoidance GUIs 218 on one or more displays 220 included in the pilot I/O216. The pilot may control the ownship 100 using the pilot controls 222included in the pilot I/O 216. In some implementations, the flightcontrol system 210 (e.g., an autopilot) may control the ownship 100.

The ownship 100 includes a navigation system 208 that generatesnavigation data. The navigation data may indicate the location,altitude, velocity, heading, and attitude of the ownship 100. Thenavigation system 208 may include a Global Navigation Satellite System(GNSS) receiver that indicates the latitude and longitude of theownship. The navigation system 208 may also include an attitude andheading reference system (AHRS) that may provide attitude and headingdata for the ownship, including roll, pitch, and yaw. The navigationsystem 208 may include an air data system that may provide airspeed,angle of attack, sideslip angle, altitude, and altitude rateinformation. The navigation system 208 may include a radar altimeterand/or a laser altimeter to provide Above Ground Level (AGL) altitudeinformation. The navigation system 208 may also include an inertialnavigation system (INS).

The ownship 100 may include a plurality of sensors 204 that generatesensor data, such as sensor data that can be used to detect otheraircraft. For example, the ownship 100 may include one or more radarsystems, one or more electro-optical (E/O) cameras, one or more infrared(IR) cameras, and/or light detection and ranging systems (LIDAR). TheLIDAR systems may measure distance to a target by illuminating thetarget with laser light and measuring the reflected light with a sensor.The radar systems and cameras may detect other aircraft. Additionally,the sensors 204 (e.g., cameras and LIDAR) may determine whether therunway is clear when approaching for a landing. In some implementations,potential obstacles (e.g., surrounding air traffic and weather) may beidentified and tracked using at least one of, onboard and offboardradar, cameras, Automatic Dependent System-Broadcast (ADS-B), AutomaticDependent System-Rebroadcast (ADS-R), Mode C transponder, Mode Stransponder, Traffic Collision Avoidance System (TCAS), TrafficInformation Service-Broadcast (TIS-B), Flight InformationService-Broadcast (FIS-B), and similar services. The data from thesesensors and services may be fused and analyzed to understand and predictthe behavior of other aircraft in the air or on the ground.

The ownship 100 may include one or more communication systems 206. Forexample, the ownship 100 may include one or more satellite communicationsystems, one or more ground communication systems, and one or moreair-to-air communication systems. The communication systems 206 mayoperate on a variety of different frequencies. In some implementations,the communication systems 206 may form data links. In someimplementations, the communication systems 206 may transmit a flightpath data structure to the AOC 108 and/or to the ATC 106. Thecommunication systems 206 may gather a variety of information, such astraffic information (e.g., location and velocity of aircraft), weatherinformation (e.g., wind speed and direction), and notifications aboutairport/runway closures. In some implementations, a voice connection(e.g., ATC communication over radio VHF) may be converted to text forprocessing. In some implementations, the ownship can broadcast their ownposition and velocity (e.g., to the ground or other aircraft).

The ownship 100 may include an FMS 202. The FMS 202 may include theavoidance system 200-1 and additional FMS modules 224. The FMS modules224 may perform functionality attributed to the FMS 202 herein. Inaddition to the avoidance system features, the FMS 202 may also includeadditional features that are not typically included in an FMS, such asadditional vehicle management features. The features included in the FMSmay vary, depending on the type of aircraft and the specific features ofthe aircraft.

Although the FMS 202 is illustrated and described herein as includingthe avoidance system 200-1, the avoidance system may be implemented inother manners. For example, the avoidance system 200 may be implementedin the AOC 108 (e.g., see FIG. 2G). As another example, the avoidancesystem 200 may be implemented as a stand-alone system on the ownship 100(e.g., see FIG. 2F). In some implementations, the avoidance system 200may include its own set of sensors, communication system(s), and/ornavigation system(s). In some implementations, the avoidance system 200may share a portion of sensors, communication system(s), and navigationsystem(s) with other components of the ownship.

In some implementations, the FMS 202 may receive and/or generate one ormore flight path data structures that the ownship may use fornavigation. A flight path data structure may include a sequence ofwaypoints that each indicate a target location for the ownship overtime. A waypoint may indicate a three-dimensional location in space,such as a latitude, longitude, and altitude (e.g., in meters). Each ofthe waypoints in the flight path data structure may also be associatedwith additional waypoint data, such as a waypoint time (e.g., a targettime of arrival at the waypoint) and/or a waypoint speed (e.g., a targetairspeed in knots or kilometers per hour). Although a flight path datastructure may include waypoints, in some implementations, a flight pathdata structure may include other trajectory definitions, such astrajectories defined by splines (e.g., instead of discrete waypoints)and/or a Dubins path (e.g., a combination of a straight line and circlearcs).

An autopilot, pilot, and/or remote operator may control the ownshipaccording to the generated flight path data structure. For example, aflight path data structure may be used to land the ownship, takeoff froma runway, navigate en route to a destination, and/or hold the ownship ina defined space. In some implementations, the flight path may bedisplayed to the pilot on a display so that the pilot may follow theflight path. Some flight paths, or portions of flight paths, may bereferred to as flight patterns. For example, a flight path near anairport may be referred to as an airfield traffic pattern (e.g., atakeoff pattern, landing pattern, etc.).

The FMS 202 may acquire a variety of types of data for use in generatinga flight path data structure. Example data may include, but is notlimited to, sensor data (e.g., vision-based data and radar data),navigation data (e.g., GNSS data and AHRS data), static data fromdatabases (e.g., an obstacle database and/or terrain database),broadcasted data (e.g., weather forecasts and notices to airmen), andmanually acquired data (e.g., pilot vision, radio communications, andair traffic control inputs). Additionally, the FMS 202 (e.g., avoidancesystem 200) may detect, track, and classify surrounding traffic as wellas predict their behavior.

The FMS modules 224 may include a guidance loop module. The guidanceloop module may receive the flight path data structure and additionalinformation regarding the state of the ownship, such as a currentlocation (e.g., a latitude/longitude/altitude), velocity, and aircraftattitude information. Based on the received information, the guidanceloop module may generate autopilot commands for the flight controlsystem 210 (e.g., an autopilot system included in the flight controlsystem 210). Example autopilot commands may include, but are not limitedto, a heading command, an airspeed command, an altitude command, and aroll command.

The FMS modules 224 may include an ATC manager module and a weathermanager module. The ATC manager module may acquire ATC information. Forexample, the ATC manager module may interact with and request clearancesfrom the ATC 106 via VHF, satellite, and/or a data connection (e.g., theInternet). ATC traffic information may provide guidance and/orclearances for various operations in controlled airspace. Theinformation from the ATC 106 may come from a radio using speech-to-textrecognition or a digital data-link, such as Controller Pilot Data LinkCommunications (CPDLC) or from the Unmanned Traffic Management (UTM)System. The weather manager module may acquire the current and futureweather information in the vicinity of the destination airport as wellas any other source for weather in between the current location and thedestination airport. The weather information can be provided viasatellite, Internet, VHF, onboard weather radar, and Flight InformationServices-Broadcast (FIS-B). The information from these and other sourcesmay be fused to provide a unified representation of wind, precipitation,visibility, etc.

The FMS modules 224 may include additional planning modules for en routeplanning, taxiing, and/or holding. The FMS modules 224 may also includemodules for vehicle management, such as optimizing fuel and trajectorybased on the performance of the ownship. In some implementations, theFMS modules 224 may also include a contingency/emergency managementmodule.

The flight control system 210 may generate control commands that controlthe ownship 100. For example, the flight control system 210 may generatecommands that control the actuators 212 and the engines (e.g., via theengine controller 214). The flight control system 210 may control theownship according to pilot inputs from the pilot controls and/orcommands generated by the FMS 202 (e.g., autopilot commands).

The flight control system 210 may include an autopilot system. Theautopilot system may control the ownship based on autopilot commandsreceived from the FMS 202. For example, the autopilot system can outputcontrol signals/commands that control actuators 212 and engines on theownship. In a specific example, the output of the autopilot system mayinclude actuator position commands and engine thrust commands. Theautopilot system may control a variety of aircraft parameters, such asheading, speed, altitude, vertical speed, roll, pitch, and yaw of theaircraft.

The ownship may include a plurality of control surfaces. Example controlsurfaces may include, but are not limited to, ailerons, tabs, flaps,rudders, elevators, stabilizers, spoilers, elerudders, ruddervators,flaperons, landing gears, and brakes for fixed-wing aircraft. Rotorcraftmay include other controls/surfaces (e.g., rotor collective, cyclic, andtail rotor). The ownship 100 can include actuators/linkages 212 thatcontrol the control surfaces based on the commands generated by thepilot controls and/or the autopilot. The actuators and linkages mayvary, depending on the type of aircraft.

The ownship 100 may include an engine controller 214 that controls oneor more engines. The engine controller 214 may control the engine(s)based on the received engine commands, such as thrust commands thatindicate an amount of thrust. For example, the engine controller 214 maycontrol fuel and other engine parameters to control the enginesaccording to the received engine commands. In some implementations, theengine controller 214 may include a full authority digital enginecontrol (FADEC) that controls the engines. Example engines may include,but are not limited to, a piston engine, turboprop, turbofan, turbojet,jet, and turboshaft. In some implementations, the ownship may includeone or more electric motors. In some implementations, the ownship mayinclude a propeller system. In these implementations, a lever maycontrol the pitch/RPM of the propeller.

The autopilot may receive autopilot commands from the FMS 202 and/or thepilot controls 222 (e.g., on the ownship 100 and/or from the AOC 108).The autopilot may operate in a plurality of different modes. In oneexample mode, the autopilot receives data from the FMS 202 (e.g., aflight path data structure) and the autopilot controls the aircraftaccording to the data received from the FMS 202 (e.g., autopilotcommands). In another mode, the pilot may use the pilot controls 222(e.g., on a control panel/screen) to generate control inputs for theautopilot. For example, the autopilot may receive commands from thepilot controls 222 that provide the autopilot with at least one of: 1) adesired altitude, 2) a desired heading, 3) yaw damper (e.g., tocoordinate the turns with the rudder), 4) a desired airspeed (e.g.,using engine control), 5) a desired climb/descent rate, and 6) a desiredholding pattern. The autopilot may control the aircraft according to thereceived commands.

The avoidance system 200 may use data from the navigation system 208,sensors 204, and communication system 206 in order to determine thehistoric/current state of the ownship and other aircraft. For example,the avoidance system 200 may determine historic/current attitude,position, and/or velocity of the ownship and other aircraft. Based onthe state information, the avoidance system 200 may determine thehistoric/current trajectory of the ownship and other aircraft. Theavoidance system 200 may predict the trajectories of the ownship andother aircraft based on the historic/current state information (e.g.,historic/current trajectories). The avoidance system 200 may alsodetermine whether there is a predicted/realized conflict and generateavoidance GUIs based on the predicted/realized conflict.

The ownship may include interfaces for the pilot, referred to herein aspilot input/output (I/O) devices 216. The pilot I/O 216 may includepilot controls 222, one or more displays 220, and additional interfaces226. The pilot controls 222 include devices used by the pilot to controlthe ownship, such as a flight yoke, throttle lever, and manualbuttons/switches. The displays 220 can display one or more GUIs, some ofwhich may include GUIs that include avoidance GUI elements. GUIs thatinclude avoidance GUI elements may be referred to herein as “avoidanceGUIs.” Additional interfaces may include audio interfaces (e.g.,speakers, headphones, microphones, etc.), haptic feedback, and other I/Odevices, such as readouts, gauges, and additional interfaces notassociated with avoidance.

The displays 220 may include a variety of display technologies and formfactors, including, but not limited to: 1) a display screen (i.e.,monitor), such as a liquid-crystal display (LCD) or an organic lightemitting diode (OLED) display, 2) a HUD, 3) a helmet mounted display, 4)a head mounted display, 5) augmented reality glasses/goggles, and/or 6)a standalone computing device (e.g., a tablet computing device). Thedisplays 220 may provide different types of functionality. In someimplementations, a display may be referred to as a primary flightdisplay (PFD). The PFD may display a variety of information including,but not limited to, an attitude indicator, an airspeed indicator, analtitude indicator, a vertical speed indicator, a heading, andnavigational marker information. In some implementations, a display maybe referred to as a multi-function display (MFD). An MFD may refer to anauxiliary display/interface that may display a variety of data, such asa navigation route, in conjunction with a primary flight display.

The ownship may include different types of displays that include GUIsthat are rendered based on a variety of data sources (e.g., sensors,navigation systems, communication systems, pilot input, etc.). Theownship may include rendering modules (e.g., see FIGS. 2C-2D) thatinclude hardware and software (e.g., APIs) that renders the GUIs andother information on the displays 220 based on data from the variety ofdata sources. The data used to render the GUIs on the displays 220 maybe referred to herein as rendering data. The rendering modules mayreceive the rendering data and render the GUIs described herein. Therendering data may include avoidance rendering data that the renderingmodules may use to render the avoidance GUI elements. For example, theavoidance rendering data may include conflict zone rendering data andresolution maneuver indicator rendering data used to render the conflictzone(s) and the maneuver indicators, respectively.

The different displays and GUIs described herein are only examples. Assuch, the avoidance GUI elements may be included on other displays andGUIs than those explicitly illustrated and described herein. In someimplementations, one or more dedicated displays may be dedicated todisplaying avoidance GUIs. For example, the ownship and/or the AOC mayinclude one or more dedicated avoidance GUI displays.

The avoidance system 200 may generate a variety of different avoidanceGUI elements. One example avoidance GUI element is a rendered conflictzone (hereinafter “rendered zone”) that graphically represents theconflict zone. Put another way, the rendered zone may graphicallyrepresent a zone in which the ownship may conflict with an intruderaircraft (e.g., cause a loss of separation). Another example avoidanceGUI element is a rendered maneuver indicator that graphically representsone or more maneuvers (e.g., a recommended maneuver) that the ownshipmay make to avoid entering a potential conflict zone and/or recover froma realized conflict (e.g., loss of separation).

The avoidance GUI elements may be rendered in a variety of differentviewpoints. For example, the avoidance GUI elements may be rendered in afirst person view (FPV) (e.g., see FIGS. 3A-3E), a third person view(e.g., see FIG. 3H), and/or a top down view (e.g., see FIG. 3F). In someimplementations, the avoidance GUI elements may be included in arendered environment (e.g., see FIG. 3F) that may include renderedterrain, aircraft, and/or other objects. In some implementations, theavoidance GUI elements may be included in other environments, such asphotorealistic environments generated based on acquired camera/videofootage (e.g., see FIG. 3J).

The ownship 100 may include additional interfaces 226 that may interactwith the avoidance system 200. For example, the additional interfaces226 may include audio devices, such as speakers and headphones. Theaudio devices may generate avoidance audio cues, such as sounds and/orvoices that notify the pilot of a potential and/or realized conflict.The avoidance audio cues may also notify the pilot of potentialavoidance maneuvers. Additional interfaces 226 may also include hapticfeedback devices that may generate avoidance haptic feedback that notifythe pilot of a potential and/or realized conflict. Additional inputdevices may include touchscreen interfaces (e.g., overlaying a display).In some implementations, the additional interfaces 226 may include inputdevices that the pilot may use to enable/disable aspects of theavoidance system 200, such as the audio cues and/or avoidance GUIelements. Example input devices for enabling/disabling aspects of theavoidance system 200 may include a touchscreen interface (e.g., a GUIbutton) and/or a physical button/switch.

FIG. 2B is an example method describing operation of the ownship 100illustrated in FIG. 2A. In block 230, the avoidance system 200-1determines the ownship trajectory (e.g., predicted or planned). In block232, the avoidance system 200-1 determines the historic/currenttrajectory of one or more other aircraft and predicts the trajectory ofthe one or more other aircraft. In some implementations, the avoidancesystem 200-1 may determine the trajectories in block 230 and block 232concurrently.

In block 234, the avoidance system 200-1 performs conflict determinationoperations. The conflict determination operations may includedetermining whether one or more of the predicted trajectories of theother aircraft may conflict with the ownship trajectory. The conflictdetermination operations may also include determining whether any of theother aircraft are currently in conflict with the ownship. The conflictdetermination operations may also include determining one or moreconflict zones associated with the one or more determined conflicts. Insome implementations, the conflict determination operations may includethe determination of safe maneuvers (e.g., ranges/combinations of safemaneuvers) as well as maneuvers (e.g., ranges/combinations) that maylead to a conflict. If there is not a predicted/realized conflict inblock 236, the method continues in block 230.

If there is a predicted/realized conflict with one or more otheraircraft, the method continues in block 238. In block 238, the avoidancesystem 200-1 may notify the pilot of the predicted/realized conflict(s).For example, the avoidance system 200-1 may generate avoidance GUIelements (e.g., rendered zones) and/or other avoidance UI (e.g., audio).In block 240, the avoidance system 200-1 may calculate one or moreresolution maneuvers and provide the pilot with the calculatedresolution maneuvers, such as by rendering a maneuver indicator and/orproviding other avoidance UI elements (e.g., audio).

FIGS. 2C-2D are functional block diagrams of an example avoidance system200-1. The avoidance system 200-1 includes a data acquisition andprocessing module 242 (hereinafter “data processing module 242”) thatreceives data from the sensors 204, communication systems 206, andnavigations systems 208. The data processing module 242 may combinetracking data from the different sources, such as tracking data fromradar data, camera data, LIDAR data, etc. In some cases, some trackingdata from different sources may be for the same one or more aircraft. Inthese cases, the data processing module 242 may combine (e.g., “fuse”)tracking data from different sources for the same aircraft. The dataprocessing module 242 may output final tracking data that includestracking data from one or more sources for each aircraft.

The avoidance system 200-1 includes a trajectory determination module244 that determines the trajectories of the ownship and the otheraircraft based on the processed data (e.g., received from the dataprocessing module 242). For example, the trajectory determination module244 may include another aircraft trajectory determination module 244-1that determines the predicted trajectories of the other aircraft basedon the processed data. Additionally, the trajectory determination module244 may also include an ownship trajectory determination module 244-2that determines the ownship trajectory based on the processed data andother data, such as input from the pilot controls 222 and the FMSmodules 224.

A projected/predicted trajectory may refer to a calculated volume ofspace, or multiple volumes of space, that may include an aircraft at afuture time. Put another way, a projected/predicted trajectory may referto an extrapolated trajectory of an aircraft. The volume of spaceincluded in a predicted trajectory may be represented using a variety ofgeometries, depending on the manner in which the predicted trajectory iscalculated. Example volumes may include cones, pyramids, prisms,ellipsoids, irregular volumes, and/or other geometries. The differentpossible locations of the aircraft in the predicted trajectory may bedefined by a three-dimensional location in space, such as a latitude,longitude, and altitude (e.g., in meters). Each of the possiblelocations in the predicted trajectory may also be associated withadditional data, such as a time (e.g., a target time of arrival at thelocation) and/or a speed at the location (e.g., an airspeed in knots orkilometers per hour).

Trajectories may be predicted using techniques that produce associatedprobability values. For example, predicted trajectory values (e.g.,location values) can include associated probability values. Theprobability values may indicate the probability that the predictedtrajectory value (e.g., location) may occur. For example, a predictedtrajectory volume may include different probability values for differentlocations in the predicted volume. As another example, when multipletrajectories for an aircraft are predicted, each predicted trajectorymay be associated with a different probability value. In someimplementations, the predicted trajectories may be calculated accordingto various predicted trajectory weightings, such as applying heavierweightings to a straight line path and lighter weightings to othermaneuvers.

The trajectory determination module 244 may determine one or moretrajectory predictions for each aircraft. For each aircraft, thetrajectory determination module 244 may include an associated trajectorydata structure that includes data for one or more trajectorypredictions. For example, the trajectory data structure may includelocations, velocities, times, and additional data (e.g., probabilityvalues) for the aircraft for one or more predicted trajectories for eachaircraft.

The trajectory determination module 244 may predict the trajectory ofthe ownship based on the state of the ownship. For example, thetrajectory determination module 244 may predict the ownship trajectorybased on at least one of: 1) the attitude of the ownship, 2) theposition of the ownship, 3) the velocity of the ownship, 4) airspeed, 5)static pressure, 6) wind information, and 7) pilot input. The trajectorydetermination module 244 may predict the ownship trajectory using dataacquired from onboard sensors that may include, but are not limited to,the INS, the air sensors, navigation data (e.g., GPS/GNSS), Compass, VOR(VHF Omnidirectional Range), DME (Distance Measuring Equipment), andTACAN. The trajectory determination module 244 may extrapolate thefuture position/velocity of the ownship based on the past and/or currentstate of the ownship.

In some implementations, the trajectory determination module 244 maypredict the ownship trajectory based on external factors, such asweather information and/or airspace constraints. Example weatherinformation may include, but is not limited to, wind speed anddirection. An example airspace constraint may include altitude. Forexample, the ownship altitude may limit maximum airspeed and/or descentrate.

In cases where the ownship is being operated according to a flight plan(e.g., by the autopilot), the trajectory determination module 244 maydetermine the ownship trajectory based on the flight plan. For example,the avoidance system 200 may determine that the ownship trajectory willfollow the flight plan (e.g., within a margin of error).

The trajectory determination module 244 may predict the trajectory ofthe other aircraft based on the state of the other aircraft. Forexample, the trajectory determination module 244 may predict thetrajectory of the other aircraft based on at least one of: 1) theattitude of the other aircraft, 2) the position of the other aircraft,and 3) the velocity of the other aircraft. For example, the trajectorydetermination module 244 may extrapolate the future position/velocity ofthe other aircraft based on the past and/or current state of the otheraircraft. The trajectory determination module 244 may determine thestate of the other aircraft using a combination of sensors describedherein.

The trajectory determination module 244 may detect, track, and classifysurrounding traffic as well as predict their behavior. The trajectorydetermination module 244 may receive data that includes ADS-B data,TIS-B data, TCAS data, Mode C data, Mode S data, camera data, radardata, LIDAR data, and other traffic data. The trajectory determinationmodule 244 may determine traffic classification data that includestracking data that indicates a location and direction of other aircraft,along with additional data that characterizes the other aircraft, suchas the other aircraft's predicted runway and current leg.

The trajectory determination module 244 receives data (e.g., sensordata). Example data may include, but is not limited to, radar data,camera data (e.g., images), LIDAR data, ADS-B traffic data, trafficcollision avoidance system (TCAS) data, and data from Mode-C and Mode-Stransponders. The various sensors may be used to detect moving objects.Radar, cameras, LIDAR, Mode C data, and Mode S data may provide targetlocations that are in a frame of reference relative to the sensoritself. The target locations may then be geo-referenced in a globalreference system using attitude, rate, velocity, and positioninformation from an on-board INS coupled with a GNSS that may rely on acombination of GPS, Beidou, Galileo, and Glonass. The geo-registrationmay be performed using accurate timing to precisely determine thelocation and velocity of the targets. ADS-B, ADS-R, and TIS-B mayprovide target locations in a global frame of reference. Although thetargets may be geo-referenced in a global reference, in some cases, thetargets may be tracked in a relative reference frame.

The trajectory determination module 244 may generate tracking data. Thetracking data may indicate the current location/velocity of the otheraircraft. In some implementations, the tracking data may include thetype of aircraft as well, such as an airplane, helicopter, or balloon.The type of aircraft may be determined based on data, such as cameraimagery, radar signatures, observed maneuvering capabilities, ADS-Binformation, and/or tail number information (e.g., from a database). Thetrajectory determination module 244 may generate tracking data based ona variety of sources of data. For example, the trajectory determinationmodule 244 may generate tracking data based on 1) radar data, 2) cameradata (e.g., images), 3) LIDAR data generated by the LIDAR, 4) ADS-Btraffic data, 5) TCAS data, 6) Mode C data, 7) Mode S data, and 8)additional and/or alternative data, such as ground radar transmittedradio-frequency (RF) signals including traffic information systembroadcast (TIS-B). The trajectory determination module 244 may generatetracking data based on one or more sensors. For example, the trajectorydetermination module 244 may generate tracking data based on a singlesensor. As another example, the trajectory determination module 244 maygenerate tracking data by fusing data from a plurality of sensors inorder to produce more accurate tracking data.

The trajectory determination module 244 may determine trafficclassification data based on the final tracking data. Trafficclassification data may include tracking data for each aircraft alongwith additional classifications/predictions associated with theaircraft. For example, the traffic classification data may indicatewhether an aircraft is in a specific traffic pattern (e.g., a landingpattern, takeoff pattern, or holding pattern) along with which leg ofthe traffic pattern (e.g., a downwind leg). Additionally, the trafficclassification data may indicate the runway on which the aircraft islikely to land.

In some implementations, the other aircraft may be controlled accordingto flight plans. For example, other aircraft may be manually controlledand/or auto-pilot controlled according to their flight plans. In thecase another aircraft is controlled according to a flight plan, thetrajectory determination module 244 may project/predict the trajectoryof the other aircraft based on the flight plan. For example, thetrajectory determination module 244 may determine that the otheraircraft trajectory will follow the flight plan (e.g., within a marginof error). In some implementations, the ownship may receive the flightplans used by the other aircraft. For example, the other aircraft maybroadcast their flight plans to the ownship directly (e.g., in responseto an interrogation), or the other aircraft may broadcast their flightplans to a ground-based communication system, which may then transmitthe flight plans to the ownship. In some implementations, theenvironment may include a centralized traffic management system (notillustrated) that may receive and share trajectories for some/all of theaircraft in the airspace. The centralized traffic management system maybe part of the AOC 108 and/or implemented as a stand-alone system thatshares data with the AOC 108 and/or other aircraft in the vicinity.

In some implementations, the trajectory determination module 244 mayalso take into account the location of the aircraft when makingtrajectory predictions. For example, at high altitude, an aircraft maytend to fly in a straighter trajectory than when the aircraft is near anairport. In these examples, predictions for aircraft at high altitudesmay include more linear trajectory extrapolations. As another example,when an aircraft is near an airport, the aircraft may maneuver towards arunway. In this example, predictions for aircraft near airports mayinclude trajectory extrapolations that include one or more predictedlanding locations for the aircraft.

The avoidance system 200-1 includes a conflict determination module 246that determines whether there are conflicts with one or more otheraircraft. For example, the conflict determination module 246 maydetermine one or more conflict zones based on the current locationand/or predicted trajectory of other aircraft and the ownship. In someimplementations, the conflict determination module 246 may determinethat a conflict zone is located at the intersection (e.g., overlap)between the ownship trajectory and a predicted trajectory of anotheraircraft.

The conflict determination module 246 may include conflict parametersthat define when a predicted/realized conflict may occur. For example,the conflict determination module 246 may include defined distancevalues (e.g., in meters) that define when two aircraft are in aconflict. In this example, a conflict may occur in a zone (e.g., a threedimensional space) in which the ownship comes within a defined distancevalue from another aircraft. In some implementations, the conflictparameters may define various levels of conflicts. For example, aplurality of different distances may be used to indicate the severity ofthe loss of separation. In one example, a first defined distance may bedefined for a general loss of separation. Additionally, a second defineddistance that is less than the first defined distance may be defined fora near mid-air collision (NMAC). Additional distances (e.g., one or moreadditional distances) may also be defined and associated with differentlevels of conflict.

In some implementations, different alerting levels may be associatedwith the different minimum separation distances, where more severealerts may be used to indicate shorter predicted minimum distancesbetween aircraft. For example, different predicted minimum separationdistances may be associated with different avoidance UI, such asdifferent GUIs, audio alerts, and/or haptics. In some implementations,the avoidance GUI may include rendering changes, such as color changes(e.g., green, yellow, and red) and/or animations (e.g., blinking) thatindicate different predicted minimum separation distances. As anotherexample, audio changes may include audio alerts that change in messageand/or volume, such as a greater volume or more immediate message forshorter predicted minimum separation distances. As another example,haptic changes (e.g., vibrations) may be introduced at higher alertinglevels and/or be increased in intensity.

The conflict determination module 246 determines whether there is arealized conflict and/or one or more potential future conflicts. Theconflict determination module 246 may determine that a conflict isrealized based on the current location of the ownship relative to otheraircraft. For example, the conflict determination module 246 maydetermine that a conflict is realized when the ownship is less than adefined distance from another aircraft. A distance less than the defineddistance may be defined as a loss of separation.

The conflict determination module 246 may determine that there is apredicted loss of separation based on the ownship and other aircraftpredicted trajectories. For example, the conflict determination module246 may determine that a conflict zone exists in an area in which theownship trajectory intersects a predicted trajectory of anotheraircraft. The intersection between the ownship trajectory and anotheraircraft may indicate a predicted distance between the ownship and theother aircraft. A predicted conflict zone may be formed in regions wherethe predicted distance between the ownship and another aircraft is lessthan a defined threshold distance that corresponds to a loss ofseparation.

A predicted trajectory may include a volume of airspace for eachaircraft. As such, in some implementations, an intersection between theownship predicted trajectory volume and another aircraft predictedtrajectory volume may yield a conflict zone volume that defines theconflict zone. The calculation of the predicted trajectory volumes andthe definition of a conflict may define the conflict zone with respectto the conflict volume. For example, the intersection volume may equalthe conflict volume. As another example, the conflict volume may be aportion (e.g., a fraction) of the intersection volume, such as when thetwo aircraft will likely not be in conflict within the intersectionvolume. In another example, the conflict volume may include an area thatis larger than the intersection volume, such as when the two aircraftare likely to be in conflict in a zone outside of the intersection.

The conflict determination module 246 may determine a conflict zone datastructure for each conflict. The conflict zone data structure mayinclude data that defines the geometry of the calculated conflict zone.For example, the conflict zone data structure may define the volume ofthe conflict zone. In some implementations, the conflict zone datastructure may include times associated with various conflict zonegeometries. In some implementations, the conflict zone data structuremay include probabilities associated with different portions of thevolume that indicate probabilities of conflict at the location.

A resolution maneuver determination module 248 (hereinafter “maneuverdetermination module 248”) may determine one or more resolutionmaneuvers for the ownship. For example, the maneuver determinationmodule 248 may generate one or more resolution maneuvers based on thelocation of one or more conflict zones. In the case of a predictedconflict, the maneuver determination module 248 may generate aresolution maneuver that directs the ownship away from the predictedconflict zone. In the case of a realized conflict, the maneuverdetermination module 248 may generate a resolution maneuver that directsthe ownship out of the realized conflict.

A resolution maneuver may indicate a velocity vector (e.g., a change invelocity vector) for the ownship that may resolve the predicted/actualconflict. For example, a resolution maneuver may indicate a change in atleast one of speed (e.g., air speed), heading, and vertical speed. Insome implementations, the resolution maneuver may indicate one or moreranges of velocity vectors (e.g., change in velocity vectors) for theownship that may resolve the predicted/actual conflict. The maneuverdetermination module 248 may generate resolution maneuver data thatspecifies the resolution maneuver. Although a resolution maneuver mayindicate a velocity vector for the ownship, the resolution maneuver mayindicate other changes in aircraft movement that may be controlled bythe pilot and/or AOC described herein, such as altitude.

The maneuver determination module 248 may determine the one or moreresolution maneuvers based on a variety of factors, such as rule-basedfactors, constraint factors, and optimization factors. For example, themaneuver determination module 248 may determine one or more resolutionmaneuvers based on the locations and trajectories of the ownship andother aircraft. As another example the maneuver determination module 248may determine the one or more resolution maneuvers based on the locationof the conflict zone(s) relative to the ownship. As another example, themaneuver determination module 248 may determine the one or moreresolution maneuvers based on the geometry of the conflict zone(s).

Additional example factors for determining a resolution maneuver mayinclude: 1) time based factors, such as minimizing an amount of time toresolve a predicted/realized conflict, 2) distance based factors, suchas finding the shortest deviation from the conflict and/or attempting tominimize deviation in flight for the ownship, 3) fuel economy basedconsiderations that attempt to minimize the use of fuel, and 4) aircraftperformance based factors that take into account the performance of theaircraft. In some examples, a resolution maneuver generated according totime-based factors may favor adjustments to heading and/or altitude thatmay quickly and efficiently avoid a conflict. Example rule based factorsmay include directional rules for avoiding a conflict zone, such as arule that states that the ownship should avoid a head on conflict byheading to the right and/or rules that indicate the ownship should notenter into a greater probability of conflict during a resolutionmaneuver. The resolution maneuvers may also be determined based onaltitude constraints (e.g., altitude intervals based on heading) andascent/descent constraints (e.g., climb/descend based on a locationrelative to an airport). Calculation of the resolution maneuvers mayalso attempt to avoid terrain (e.g., terrain as determined from adatabase), specific airspaces, or crossing a runway.

An avoidance user interface (UI) module 250 may generate rendering dataand other avoidance UI data based on the determined conflict zones andthe resolution maneuver data. For example, the avoidance UI module 250may generate avoidance GUI element rendering data based on thedetermined conflict zone(s) and the determined resolution maneuvers.Avoidance GUI element rendering data may include conflict zone renderingdata and resolution maneuver rendering data that the rendering modules252 may use to render to the conflict zones and maneuver indicators,respectively. The avoidance UI module 250 may also generate additionalavoidance UI data for the additional interfaces. Additional avoidance UIdata may include avoidance audio data, for example.

The rendering modules 252 receive the avoidance GUI rendering data alongwith other rendering data from other sources. The rendering modules 252may render GUIs on one or more displays based on the received avoidanceGUI rendering data and other rendering data. The rendering modules 252may render the avoidance GUI elements according to the type ofGUI/display. For example, if the conflict zone(s) are three-dimensionaldata structures, the avoidance UI module 250 and rendering modules 252may generate two dimensional or three dimensional graphicalrepresentations of the conflict zones according to the displayperspective (e.g., FPV, third person view, side view, top view, etc.).

The rendered maneuver indicator may vary, depending on the type of GUIand the information indicated by the rendered maneuver indicator. Forexample, the rendered maneuver indicator may graphically indicate one ormore of: 1) a recommended velocity vector (e.g., a change in velocityvector) for the ownship in the avoidance GUI, 2) a change in flight pathangle, 3) a change in vertical speed, 4) a change in airspeed, 5) achange in heading, and 6) a change in ground track. In some examples,with respect to the primary flight display of FIGS. 6A-6G, the renderedmaneuver indicator may indicate a recommended direction or range ofdirection(s) for the rendered flight path vector. The flight path vectormay also be referred to as a “velocity vector” in some cases. In theside view of FIG. 3G, the rendered maneuver indicator may illustrate arecommended change in vertical speed, which may also be referred to as aclimb rate. The avoidance system 200 may be configured to rendermaneuvers graphically and also indicate maneuvers using other UI (e.g.,audio and haptics) in a variety of ways, depending on the types of UIavailable on the ownship. As such, the avoidance system 200 may displaymaneuver indicators in other manners than those illustrated herein.

In some implementations, the avoidance UI module 250 may generateavoidance audio data to notify the pilot of a predicted/actual conflict.Avoidance audio data may include announcements, warnings, instructions,and other audio. For example, the avoidance UI module 250 may generatesounds (e.g., sounds/voices) that notify the pilot of a predicted/actualconflict. In one example, the avoidance UI module 250 may generatenotification sounds that notify the pilot of a predicted conflict whenno immediate action is required. In a specific example, the avoidance UImodule may generate a notification that does not require immediateaction, but notifies the pilot that they should be prepared for action(e.g., a notification of unlikely potential conflicts), such as “Traffic11 O'clock, 1,000 ft below/above/climbing/descending.” As anotherexample, the avoidance UI module 250 may generate an alert sound whenloss of separation is predicted. The avoidance UI module 250 may alsoprovide maneuver instructions, such as “Traffic, Turn right/left” or“Maintain altitude/climb/descent.” As another example, the avoidance UImodule 250 may generate an alert sound in response to a realizedconflict, such as “Traffic, recover!,” “Turn right/left,” and/or“Maintain altitude/climb/descent.”

The pilot may interact with the pilot controls 222 to perform therecommended resolution maneuver. For example, the pilot may interactwith the yoke, stick, and/or power lever (“throttle”) to perform therecommended resolution maneuver. Interaction with the pilot controls mayvary, depending on the recommended resolution maneuver. For example, thepilot may interact with the pilot controls to change one or more of theheading, altitude, vertical speed, and airspeed of the ownship accordingto the recommended resolution maneuver. In a specific example, byinteracting with the pilot controls, the pilot may change the velocityvector of the aircraft according to the recommended maneuver indicator.In response to pilot input and a change in the velocity vector of theownship, the avoidance system may update the trajectory predictions,rendering data, and avoidance GUIs accordingly. In some implementations,the pilot may interact with other interfaces to perform the recommendedresolution maneuver. For example, the pilot may interact with dedicatedbuttons and/or a touchscreen to perform the resolution maneuver. In onespecific example, the pilot may interact with a button/touchscreen toselect/accept one or more recommended resolution maneuvers. In anotherspecific example, the pilot may interact with a button/touchscreen tocommand the autopilot to automatically perform the recommendedresolution maneuver.

The rendered zones in the avoidance GUI may represent a portion of theenvironment for which the avoidance system performs trajectorypredictions and conflict detection. As such, the avoidance system 200may predict trajectories and potential conflicts for other aircraft thatare not rendered on the avoidance GUI. Additionally, the avoidancesystem 200 may monitor other factors that are not currently rendered onthe avoidance GUI, such as weather and terrain. The avoidance system 200may take into account the offscreen trajectories, predicted conflicts,and terrain when calculating the resolution maneuvers.

FIG. 2E is a method that describes operation of the avoidance systemillustrated in FIGS. 2C-2D. In block 260, the data processing module 242acquires data from the sensors 204, communication system(s) 206, and/ornavigation system(s) 208. In block 262, the trajectory determinationmodule 244 determines the ownship trajectory based on the state of theownship, an ownship flight plan, and/or pilot inputs. In block 264, thetrajectory determination module 244 determines trajectories of N otheraircraft based on the state of the other aircraft and/or flight plansfor the other aircraft.

In block 266, the conflict determination module 246 determines one ormore conflict zones based on the predicted trajectories. If a conflictzone is not detected in block 266, the method continues in block 260according to block 268. If one or more predicted/realized conflict zonesare detected in block 266, the maneuver determination module 248determines a resolution maneuver in block 270. In block 272, theavoidance UI module 250 generates conflict zone rendering data,resolution maneuver rendering data, and additional UI data. In block274, the rendering modules 252 render one or more avoidance GUIs basedon the rendering data. In block 276, the additional interfaces generateadditional avoidance UI. Although the avoidance system 200 may renderone or more avoidance GUIs and/or control other avoidance interfaces, insome implementations, the avoidance system 200 may generate resolutionmaneuvers that are automatically executed by the aircraft (e.g., anautopilot). Automatically executed resolution maneuvers may be performedwith or without additional GUI input/output.

FIGS. 2F-2G illustrate alternative implementations of the avoidancesystem 200 in the ownship 100 and the AOC 108, respectively. FIG. 2Fillustrates an example implementation of the avoidance system 200-2 as astand-alone system in the ownship 100. FIG. 2G illustrates an exampleAOC 108 that includes components of the avoidance system 200-3. In thisexample, a remote pilot may control the ownship 100 from the AOC 108using AOC pilot I/O 280. The remote pilot may view the avoidance GUIelements on one or more displays 282 in the AOC 108. The AOC includes anAOC-ownship communication system 284 that communicates with the ownship100. For example, the AOC 108 may communicate with the ownship 100 via adata connection and/or via a radio relay. The AOC 108 may receive dataacquired by the ownship 100 (e.g., sensor data, navigation data, comm.data, and other data). The AOC 108 may monitor the ownship 100 and/orcontrol operation of the ownship 100. The AOC 108 may send commands(e.g., pilot/autopilot commands) to the ownship 100 that control theownship 100. The AOC 108 includes other AOC systems, devices, andmodules 284 that provide the functionality described herein, along withadditional functionality associated with the AOC 108. For example, theother AOC systems, devices, and modules 284 may provide path planningfunctionality and other flight management system functionality for theownship 100.

FIGS. 3A-6G illustrate example GUI interfaces that include avoidance GUIelements along with other GUI elements. FIGS. 3A-3J illustrate examplerendered zones 300-1, 300-2, . . . , 300-11 (generally referred to as“rendered zones 300”) that are rendered from different perspectives ondifferent types of displays. FIGS. 4A-4C illustrate example avoidanceGUIs that notify the pilot of a potential conflict. FIGS. 5A-5Dillustrate example avoidance GUIs that include multiple rendered zones.FIGS. 6A-6G illustrate example maneuver indicators 600.

FIGS. 3A-3E illustrate avoidance GUIs that include a single renderedzone 300 from a first person point of view. The GUIs of FIGS. 3A-3E alsoinclude additional GUI elements, such as a horizon GUI element 302, aheading GUI element 304, an aircraft nose direction GUI element 306, anda flight path vector GUI element 308 including a circle portion and twowing portions, where the wing portions may indicate the ownship roll.The example GUIs illustrated in FIGS. 3A-3E may be representative of aprimary flight display. The GUI elements illustrated in FIGS. 3A-3E arealso included in additional figures.

The horizon GUI element 302 splits the view into the ground/skybelow/above the line. The heading GUI element 304 may indicate thecurrent/future direction of the aircraft, depending on the aircraft nosedirection 306 and location of the flight path vector 308. The aircraftnose direction GUI element 306 indicates the direction in which the noseof the ownship 100 is currently facing (e.g., the actual heading of theownship). The flight path vector 308 indicates the velocity vector ofthe aircraft.

The rendered zone 300 depicts a region in which placement of the flightpath vector 308 may lead to a conflict. Put another way, placement ofthe flight path vector 308 in contact with (e.g., overlapping) therendered zone 300 may cause the ownship 100 to head into a conflict zone(e.g., see FIGS. 4A-4C). Accordingly, if the flight path vector 308 isplaced in contact with the rendered zone 300, the ownship 100 may be ina potential conflict with another aircraft.

In order to simplify the GUI interfaces, the GUIs illustrated herein mayinclude a limited number of GUI elements. For example, the GUIS of FIGS.3A-3E include a limited number of GUI elements relative to animplementation in an aircraft. For example, a PFD may include additionalGUI elements not included in FIGS. 3A-3E.

The GUIs illustrated herein may be representative of an animated GUIand/or video interface in which the GUIs are updated over time. As such,the illustrated GUIs are example GUIs that may represent a display at amoment in time. For example, the rendered zones 300, maneuver indicators600, and other GUI elements may move on the display over time asconditions change. Additionally, some GUI elements may appear/disappearover time as conditions change. For example, a rendered zone 300 mayappear/disappear as intruders move in and out of conflict with theownship. Additionally, the size and shape of the rendered zones 300 maychange based on a change in size of the conflict zone due to movement ofthe ownship and/or the intruder.

In FIGS. 3A-3E, the location of the flight path vector 308 indicatesthat the ownship heading is in a direction that will avoid the renderedzone 300. As such, the avoidance GUIs in FIGS. 3A-3E indicate that thereis not a predicted conflict with other aircraft. FIGS. 3A-3E illustratedifferent renderings of a single rendered zone in which there is nopredicted conflict.

In FIGS. 3A-3B, the rendered zones 300-1, 300-2 are illustrated as solidlines, although the GUI may render the line in another manner, such asan opaque line or other line pattern (e.g., a broken line). The renderedzone (e.g., area) is included within the rendered zone line. In FIGS.3A-3B, the rendered zones 300-1, 300-2 include empty space. In FIG. 3C,the rendered zone 300-3 is rendered as a shaded region (e.g.,represented by a shading pattern). The shaded rendered zone 300-3 may berendered in a variety of ways. For example, the rendered zone 300-3 maybe made opaque or partially transparent. The rendered zone may also becolored.

FIGS. 3D-3E illustrate rendered zones 300-4, 300-5 that are renderedusing gradient shading, where the shading is darkest in the center andlighter towards the border of the rendered zone. In FIG. 3D, the borderof the rendered zone 300-4 is rendered as a line. In FIG. 3E, the borderof the rendered zone 300-5 is defined by the edges of the gradient. Insome implementations, the gradient shading may indicate the likelihoodof loss of separation within the rendered zone. For example, the darkcenter may indicate a region where loss of separation is most likely tooccur. In this example, the loss of separation may be less likely tooccur in the lighter shaded region. In some implementations, other GUIrenderings may be used to indicate likely loss of separation, such ascolor gradients from red to green, where red/green may indicatelikely/unlikely loss of separation. Although the gradients illustratedin FIGS. 3D-3E represent a rendered zone including a darker centerregion with lighter shaded outer region, rendered zones may havedifferent renderings when the likelihood of loss of separation isdifferent. For example, darker regions may be arranged nearer to theborder of the rendered zone, with lighter regions near the center,depending on the likelihood of loss of separation caused by theintruder.

In some implementations, such as in FIG. 3B, the avoidance GUI mayillustrate intruder aircraft information associated with a renderedzone. Example intruder aircraft information may include a graphicalrepresentation of the intruder trajectory. For example, FIG. 3Billustrates the intruder trajectory using an arrow and broken line.Additional example intruder aircraft information may include anavailable intruder tail number (e.g., N123AB), an aircraft type, anapproximate time of arrival at the conflict zone (e.g., 45 seconds inFIG. 3B), a relative altitude (e.g., +300 feet), and an arrow thatindicates whether the intruder is climbing or descending (e.g., a downarrow in FIG. 3B indicates descent).

In some implementations, the avoidance system 200 may render therendered zone 300 in a manner that conveys information related todetection of the conflict zone. For example, the rendering (e.g.,shape/line type) may depend on the type and number of sensors used todetect an intruder. In one case, single sensor detection of an intrudermay be rendered as a contour, whereas multiple sensor detection of theintruder may be rendered as a filled region (e.g., a gradient).Additional example intruder aircraft information may include the numberand/or type of sensor(s) used to detect the intruder (e.g., ADS-B,radar, camera in FIG. 3H).

FIG. 3F illustrates two GUIs showing different viewpoint renderings ofthe same conflict zone. The top GUI shows a first-person view of theconflict zone. The bottom GUI shows a top-down view of the same conflictzone. The GUIs of FIG. 3F include three-dimensional graphical renderingsof terrain instead of a horizon line, as illustrated in FIGS. 3A-3E. Thethree-dimensional terrain renderings may be produced using databasesand/or other real-time data.

The rendered zone 300-7 illustrated in the top-down view may be renderedin a similar manner as described with respect to FIGS. 3A-3E. Forexample, the top-down rendered zone 300-7 may include a border, shading,and/or coloring. In some implementations, the rendered zone may includeinformation (e.g., color/shading/text) that indicates a depth of theconflict zone.

FIG. 3G illustrates an example side view avoidance GUI. Note that theside view of the rendered zone 300-8 may provide details regarding theshape of the conflict zone over hidden terrain 316. The GUI of FIG. 3Galso includes intruder data for an intruder 310 (e.g., similar to FIG.3B) and an intruder predicted trajectory 312. In FIG. 3G, the ownship314 is heading toward the conflict zone. A rendered maneuver indicator301 indicates a resolution maneuver that the pilot may perform to avoidthe conflict zone. Specifically, the unshaded portion of the maneuverindicator indicates a climbing maneuver that the pilot may make in orderto avoid the conflict zone. In the specific example of FIG. 3G, theminimum safe climb rate to be made within performance limits may be 500feet per minute. The shaded portion of the maneuver indicator indicatesa range of maneuvers that are not recommended for avoiding conflict.

FIG. 3H illustrates an example avoidance GUI in a third person point ofview. The avoidance GUI illustrates the ownship 318 and an intruder 320heading toward the upper left portion of the GUI. The ownship andintruder trajectories are in potential conflict in a rendered zone 300-9(e.g., a 2D rendered zone). The rendered zone 300-9 is illustrated inFIG. 3H as including a gradient that may indicate the likelihood of lossof separation for different locations. Although the rendered zone 300-9is illustrated as a gradient (e.g., a color gradient), the rendered zonemay be rendered in a similar manner as described with respect to FIGS.3A-3E. For example, the rendered zone may include a border, shading,and/or coloring. In some implementations, the rendered zone may includeinformation (e.g., color/shading/text) that indicates other datadescribing the rendered zone.

The GUI in FIG. 3H includes a third-person view of the environment(e.g., ground renderings). The GUI also includes intruder data. Forexample, the intruder data may include a predicted trajectory, anaircraft identifier, and data that indicates the sensor(s) used toidentify the intruder. For example, the GUI indicates that the intruderhas been identified by ADS-B, Radar, and one or more cameras. The GUIalso indicates sensor measurements that are depicted as ellipsoids. Theellipsoids may represent the uncertainty in the measurements from thesensors. For example, the intruder may be more likely to be at thecenter of the ellipsoid, but has a probability (e.g., 95%) of beinganywhere inside the ellipsoid.

Two maneuver indicator rings are rendered around the ownship. Thehorizontal and vertical rings may indicate ground tracks and verticalspeeds, respectively. The shading/color of the ticks on the rings (e.g.,near the portion of the rings in the ownship trajectory) indicate theseverity of the loss of separation (LOS) should the ownship modify itsflight path vector to one of those ground tracks or vertical speeds.

FIG. 3I illustrates an example monochromatic HUD that includes arendered zone 300-10 and a flight path vector 308, as described withrespect to FIGS. 3A-3E. The rendered zone 300-10 illustrated in the HUDmay be rendered in a similar manner as described with respect to FIGS.3A-3E. For example, the HUD rendered zone 300-10 may include a border,shading, and/or coloring (e.g., in a multicolor HUD).

FIG. 3J illustrates an example rendered zone 300-11 in a live videoimage GUI. In the GUI of FIG. 3J, the rendered zone 300-11 is overlaidonto a live video feed, such as a video feed generated based on camerasincluded on the ownship. The GUI of FIG. 3J also includes intruderinformation for an intruder 321, such as an intruder trajectory 322 andshapes (e.g., a triangle, squares, and a circle) that indicate whichsensors detect the other aircraft. The GUI also includes anotheraircraft 324 (e.g., ID CAP1329) that is not an intruder. The renderedzone 300-11 of FIG. 3J may also be rendered in a similar manner asillustrated and described with respect to FIGS. 3A-3I. The GUI of FIG.3J also includes a platform attitude GUI element 326.

FIGS. 4A-4C illustrate avoidance GUIs in which the ownship is on atrajectory for a predicted conflict. In FIGS. 4A-4C, the predictedconflicts are indicated by the overlap between the flight path vectors400-1, 400-2, 400-3 and the rendered zones 402-1, 402-2, 402-3. Forexample, the circle portion and/or the wing portion of the flight pathvectors 400 overlap with a portion of the rendered zones 402 in FIGS.4A-4C.

The predicted conflict may also be represented in other manners for GUIsthat include a flight path vector or other GUI elements. For example,the predicted conflict may be represented by rendering the conflict zonein a different manner when a conflict is predicted. In FIG. 4B, therendered zone 402-2 is shaded to indicate the predicted conflict.Although shading of the rendered zone is illustrated, other renderingsof the rendered zone may indicate a predicted conflict, such ascoloring, gradients, different line types (e.g., broken, solid), and/orblinking.

In some implementations, a rendered zone may include one or morerenderings (e.g., effects, colors, etc.) that indicate a level of risk.For example, a transparent rendered zone or a white color may indicateno risk factor. In this example, a yellow/amber color may indicate amedium level of risk. Furthermore, in this example, a red color mayindicate that a maneuver is required. Additionally, in this example, ablinking red color may indicate that a maneuver is immediately required.

FIG. 4C illustrates an example in which the flight path vector 400-3 isrendered in a manner that indicates a predicted conflict. For example,in FIG. 4C, the flight path vector 400-3 is shaded to indicate apredicted conflict. Although the flight path vector is shaded, otherrenderings of the flight path vector may be used to indicate a predictedconflict. For example, the flight path vector may be rendered usingdifferent types of lines (e.g., solid/broken), different shadings,different colorings, and/or different effects.

In some implementations, the avoidance system 200 may use additional UIto indicate a potential conflict. For example, the avoidance system 200may use audio cues to indicate a potential conflict. As another example,the avoidance system may use visual cues, such as blinking lights toindicate a potential conflict.

FIGS. 5A-5D illustrate example avoidance GUIs that include multiplerendered zones. FIG. 5A illustrates two separate rendered zones 500,502, each of which may be rendered as described herein. Each renderedzone may be associated with one or more intruders. FIG. 5B illustratestwo overlapping rendered zones 504, 506. In FIG. 5B, the conflict zones(e.g., conflict volumes) generated by the intruders may overlap with oneanother. The borders of each conflict zone may be rendered in order toillustrate that two conflict zones are overlapping. In someimplementations, the rendered zone(s) 504, 506 may have different colorsto indicate different levels of alert/urgency.

FIG. 5C illustrates another rendering of two overlapping conflict zones(e.g., conflict volumes) in a manner that is different than the GUI ofFIG. 5B. In FIG. 5C, the multiple conflict zones are rendered as asingle rendered zone 508 that is a combination of the multiple conflictzones. For example, the multiple conflict zones are illustrated as asingle rendered zone 508 with a single defined border. Blending and/ortransparency of the rendered zone(s) may also be used to indicateoverlap of the two or more zones.

FIG. 5D illustrates an example GUI including two rendered zones 510,512, where one rendered zone 512 is located behind another rendered zone510 from the perspective of the ownship. In FIG. 5D, the bottom portionof the near rendered zone 510 obscures the top portion of the farrendered zone 512. The avoidance GUI of FIG. 5D represents the obscuredportion of the far rendered zone 512 as a broken line within the borderof the near rendered zone 510. An obscured portion of a rendered zonemay be rendered in other manners, such as by masking the far renderedzone with a solid (e.g., white/colored) or shaded near rendered zone.

In some implementations, the avoidance GUI may use colors and/orpatterns to indicate a level of urgency (e.g., a time to conflict)associated with a rendered zone. For example, rendered zones may berendered using different patterns and colors that indicate differenttimes to conflict. In a specific example, red/yellow/green colors inrendered zones may indicate severe/intermediate/minor levels of urgency.In some implementations, an entire rendered zone may be rendered using asingle pattern/color. In other implementations, portions of renderedzones may be rendered using different patterns/colors (e.g., as agradient) to indicate levels of urgency associated with the differentportions of the conflict zone volume. The renderings may change overtime as the levels of urgency associated with the rendered zones change.In a monochromatic avoidance GUI, urgency associated with conflict zonesmay be rendered using different lines, such as solid lines (e.g.,urgent) and/or striped/patterned/translucent lines (e.g., less urgent).

FIGS. 6A-6G illustrate example maneuver indicators 600-1, 600-2, . . . ,and 600-7 (generally referred to as “maneuver indicators 600”). FIGS.6A-6F illustrate maneuver indicators 600 that indicate one or moremaneuvers that the ownship may perform to prevent entering the conflictzone. FIG. 6G illustrates an example maneuver indicator 600-7 thatindicates one or more maneuvers that the ownship may perform to regainseparation from an intruder during a realized conflict.

FIG. 6A illustrates an example maneuver indicator 600-1 that indicates adirection for the ownship pilot to take in order to avoid the predictedconflict. For example, the maneuver indicator 600-1 may indicate achange in velocity vector for the ownship that may resolve the predictedconflict. The example maneuver indicator 600-1 is a series of arrowsthat indicate a direction. In some implementations, the arrows may becolored, blink, and/or be animated (e.g., rolling).

FIG. 6B illustrates another example maneuver indicator 600-2 thatindicates a direction for the ownship to avoid the conflict zone. Themaneuver indicator 600-2 of FIG. 6B may indicate a more specific changein velocity vector for the ownship that may resolve the predictedconflict. In some implementations, the maneuver indicator 600-2 may becolored, blink, and/or be animated. In FIG. 6B, a pilot may use a flightyoke to change the heading of the ownship (and the associated velocityvector) according to the maneuver indicator 600-2. For example, thepilot may pull to climb, push to descend, and turnclockwise/counterclockwise to bank right/left. Using a flight stick, thepilot may tilt the stick left/right to bank the ownship. As describedherein, in some implementations, the avoidance system 200 and flightcontrol system 210 may include automation for controlling the ownship.For example, if the pilot fails to steer the ownship when the ownship isnearing/entering a conflict zone, the autopilot may automatically steerthe ownship away from the potential/realized conflict (e.g., accordingto the maneuver data).

FIG. 6C illustrates an example maneuver indicator 600-3 that may bereferred to as a “flight director.” The maneuver indicator 600-3 in FIG.6C indicates where the pilot should move and orient the flight pathvector to avoid the conflict zone. For example, in FIG. 6C, the maneuverindicator 600-3 may indicate that a desired orientation for the flightpath vector 602 is one that aligns with (e.g., fits within) the maneuverindicator 600-3. Specifically, in FIG. 6C, the pilot should move theflight path vector 602 to the right and bank the flight path vector tothe right.

FIGS. 6D-6F illustrate example maneuver indicators 600-4, 600-5, 600-6that indicate a range of recommended maneuvers for the pilot. Themaneuver indicators 600-4, 600-5, 600-6 may also indicate a range ofprohibited maneuvers that the pilot should avoid. The example maneuverindicators of FIGS. 6D-6F are complete/partial rings (e.g., circles)around the flight path vector that indicate recommended/prohibitedmaneuvers (e.g., changes in velocity vector). Although ring maneuverindicators are illustrated in FIGS. 6D-6F, other maneuver indicators maybe used to indicate one or more ranges of recommended/prohibitedmaneuvers.

As described herein, the maneuver indicators 600 may be determined basedon one or more intruders that may or may not be currently rendered onthe avoidance GUI. Additionally, the maneuver indicators 600 may bedetermined based on other factors, such as terrain, airspaceconstraints, and ownship performance. As such, the rendering of maneuverindicators may not necessarily correspond to currently renderedavoidance zones associated with one or more intruders. Instead, in somecases, the maneuver indicators may be representative of intruders and/orother factors. In a specific example, the shaded portion of a ringmaneuver indicator (e.g., 600-4, 600-6) may indicate a range ofprohibited maneuvers that are based on a current rendered zone inaddition to one or more other factors, such as offscreen conflicts.

In FIGS. 6D-6F, the plain portions of the rings (e.g., 600-4, 600-5,600-6) indicate a recommended range of maneuvers. The shaded portions ofthe rings (e.g., 600-4, 600-6) indicate prohibited maneuvers. Forexample, with respect to FIG. 6D, the recommended change in velocityvector is to the right on the display (e.g., away from the renderedzone) 604, whereas the prohibited change in velocity is to the left(e.g., into the rendered zone). FIG. 6E includes a partial ring maneuverindicator 600-5 that indicates a recommended range of maneuvers. In FIG.6E, the maneuver indicator 600-5 may imply that other maneuvers areprohibited. FIG. 6F illustrates an example maneuver indicator ring 600-6with two ranges of recommended/prohibited maneuvers.

Note that FIG. 3G illustrates a similar maneuver indicator 301 as FIGS.6D-6F. In FIG. 3G, the maneuver indicator 301 indicates that therecommended maneuver is to climb. In FIG. 3G, the prohibited maneuver ismaintaining a level altitude or descending due to the combination of theconflict zone and terrain.

FIG. 6G illustrates an example avoidance GUI for a realized conflict. InFIG. 6G, the ownship is in a conflict zone (e.g., experiencing a loss ofseparation). The avoidance GUI includes a maneuver indicator 600-7 thatindicates a maneuver direction for exiting the conflict zone. A maneuverindicator for exiting the conflict may be similar to those describedwith respect to FIGS. 6A-6F. In some implementations, the maneuverindicators for regaining separation may be different than those used toprevent a conflict. For example, a GUI indicator for regainingseparation may graphically indicate a greater amount of immediacy usingcolor (e.g., red), blinking, and animation.

The GUI of FIG. 6G includes graphical effects that indicate the realizedconflict. For example, the background of the GUI (e.g., entirebackground) includes an effect that indicates the realized conflict. Forexample, the background may be shaded/colored to indicate the realizedconflict. Additionally, or alternatively, the background may includeblinking and/or another animation to indicate the realized conflict. TheGUI also includes text (e.g., in the center of the GUI) that instructsthe pilot to “Recover Separation.” In some implementations, the text mayblink to indicate the immediacy of the instruction.

In some implementations, the avoidance system 200 may use additional UIto indicate a recommended/prohibited maneuver. For example, theavoidance system 200 may use audio cues to indicate arecommended/prohibited maneuver. As another example, the avoidancesystem 200 may use haptic cues to indicate a recommended/prohibitedmaneuver.

The avoidance system 200 may modify the avoidance GUIs in response tothe pilot maneuvering out of the predicted/realized conflicts. Forexample, maneuvering out of conflict may cause the avoidance GUIs tochange back to their original state prior to a conflict. In the case ofa predicted conflict, the avoidance GUIs may remove maneuver indicatorsand any modification of the rendered zones. In the case of a realizedconflict, the avoidance GUIs may remove a maneuver indicator, backgroundeffect(s), and additional text.

In some implementations, the avoidance system 200 may automaticallycontrol the aircraft to perform a resolution maneuver. For example, theavoidance system 200 may determine a resolution maneuver and render iton the display as a suggested automatic resolution maneuver. Theavoidance system 200 may then be configured to receive pilot inputindicating whether the automatic resolution maneuver should beperformed. If the avoidance system 200 receives input indicating thatthe automatic resolution maneuver should be performed, the autopilot mayengage and perform the automatic resolution maneuver. In someimplementations, the avoidance system 200 may be configured to providenotice to the pilot that the autopilot will take control. For example,the avoidance GUI may include rendered text and/or numbers that indicatewhen the automatic resolution maneuver will be performed. In a specificexample, the avoidance GUI may include static or blinking text andnumbers, such as “Automatic maneuver in 8 seconds”, which may count downto the automatic resolution maneuver. The avoidance UI may also includecorresponding audio, such as audio that reads the text and count out tothe pilot. After performing the automatic resolution maneuver, theautopilot may return to the original course.

In some implementations, the avoidance system 200 may provide aplurality of suggested automatic resolution maneuvers. In theseimplementations, the pilot may select one of the suggested automaticresolution maneuvers for the autopilot to complete. If the pilot doesnot select a suggested resolution maneuver (e.g., within a thresholdperiod of time), the autopilot may control the ownship according to oneof the suggested automatic resolution maneuvers without additional pilotinput. Although the avoidance system 200 may suggest one or moreresolution maneuvers, in some implementations, the autopilot may beconfigured to automatically perform a resolution maneuver in response todetection of a future conflict and/or realized conflict without inputfrom the pilot.

The GUIs of the present disclosure may be described as operating indifferent states, depending on the type of information displayed by theGUIs. For example, the different states may depend on whether anyconflict zones are detected, whether any potential conflicts arepredicted, and whether any conflicts are realized. A first state (e.g.,a normal state) may describe a GUI in which a conflict zone volume isnot identified and there are no realized conflicts. In the first state,the GUI may not include a rendered conflict zone. Other states (e.g.,avoidance states) may describe scenarios where conflict volumes areidentified and/or conflicts are predicted/realized. In the other states,the GUIs may include avoidance GUI elements. For example, a second state(e.g., a zone rendering state) may describe a GUI in which one or moreconflict zone volumes are identified and rendered, but a conflict is notpredicted (e.g., see FIGS. 3A-3F). As another example, a third state(e.g., a predicted conflict state) may describe a GUI in which one ormore conflicts are predicted (e.g., see FIGS. 4A-4C). As anotherexample, a fourth state (e.g., a realized conflict state) may describe aGUI in which a conflict is realized (e.g., see FIG. 6G).

Components of the ownship 100 and the AOC 108 illustrated herein, suchas the systems, modules, and data may represent features included in theownship 100 and the AOC 108. The systems, modules, and data describedherein may be embodied by various aircraft avionics, includingelectronic hardware, software, firmware, or any combination thereof.Depiction of different components as separate does not necessarily implywhether the components are embodied by common or separate electronichardware or software components. In some implementations, the componentsdepicted herein may be realized by common electronic hardware andsoftware components. In some implementations, the components depictedherein may be realized by separate electronic hardware and softwarecomponents.

The electronic hardware and software components may include, but are notlimited to, one or more processing units, one or more memory components,one or more input/output (I/O) components, and interconnect components.Interconnect components may be configured to provide communicationbetween the one or more processing units, the one or more memorycomponents, and the one or more I/O components. For example, theinterconnect components may include one or more buses that areconfigured to transfer data between electronic components. Theinterconnect components may also include control circuits that areconfigured to control communication between electronic components.

The one or more processing units may include one or more centralprocessing units (CPUs), graphics processing units (GPUs), digitalsignal processing units (DSPs), or other processing units. The one ormore processing units may be configured to communicate with memorycomponents and I/O components. For example, the one or more processingunits may be configured to communicate with memory components and I/Ocomponents via the interconnect components.

A memory component (e.g., main memory and/or a storage device) mayinclude any volatile or non-volatile media. For example, memory mayinclude, but is not limited to, electrical media, magnetic media, and/oroptical media, such as a random access memory (RAM), read-only memory(ROM), non-volatile RAM (NVRAM), electrically-erasable programmable ROM(EEPROM), Flash memory, hard disk drives (HDD), magnetic tape drives,optical storage technology, or any other memory components.

Memory components may include (e.g., store) data described herein.Memory components may also include instructions that may be executed byone or more processing units. For example, memory may includecomputer-readable instructions that, when executed by one or moreprocessing units, cause the one or more processing units to perform thevarious functions attributed to the systems/modules described herein.The I/O components may refer to electronic hardware and software thatprovides communication with a variety of different devices. For example,the I/O components may provide communication between other devices andthe one or more processing units and memory components.

What is claimed is:
 1. An aircraft comprising: a display; and an avoidance system configured to: determine a first predicted trajectory of the aircraft; determine a second predicted trajectory of an additional aircraft; determine a conflict zone volume based on an intersection between the first predicted trajectory and the second predicted trajectory, wherein the conflict zone volume indicates a predicted volume of airspace in which the aircraft and the additional aircraft experience a loss of separation; and render a conflict zone on the display based on the conflict zone volume, wherein the rendered conflict zone graphically represents the conflict zone volume on the display.
 2. The aircraft of claim 1, wherein the avoidance system is configured to render the conflict zone from a first person viewpoint with respect to a pilot of the aircraft.
 3. The aircraft of claim 1, wherein the avoidance system is configured to render the conflict zone from a side view perspective that indicates the height and depth of the conflict zone with respect to the aircraft.
 4. The aircraft of claim 1, wherein the avoidance system is configured to render the conflict zone from a third person viewpoint that is outside of the aircraft and the additional aircraft.
 5. The aircraft of claim 1, wherein the avoidance system is configured to render the conflict zone from a top down viewpoint that is outside of the aircraft.
 6. The aircraft of claim 1, wherein the additional aircraft is a first additional aircraft, and wherein the avoidance system is configured to: determine a third predicted trajectory of a second additional aircraft; and determine the conflict zone volume based on an intersection between the first predicted trajectory and at least one of the second predicted trajectory and the third predicted trajectory, wherein the conflict zone volume indicates a predicted volume of airspace in which the aircraft and at least one of the first additional aircraft and the second additional aircraft experience a loss of separation.
 7. The aircraft of claim 1, wherein the additional aircraft is a first additional aircraft, wherein the conflict zone volume is a first conflict zone volume, wherein the rendered conflict zone is a first rendered conflict zone, and wherein the avoidance system is configured to: determine a third predicted trajectory of a second additional aircraft; determine a second conflict zone volume based on an intersection between the first predicted trajectory and the third predicted trajectory; and render a second conflict zone and the first rendered conflict zone on the display based on the second conflict zone volume and the first conflict zone volume, respectively.
 8. The aircraft of claim 1, wherein the avoidance system is configured to: predict whether there will be a loss of separation between the aircraft and the additional aircraft; and modify the rendering of the conflict zone based on whether there will be a loss of separation between the aircraft and the additional aircraft.
 9. The aircraft of claim 8, wherein the avoidance system is configured to generate one or more audio cues that indicate a potential loss of separation in response to predicting a loss of separation between the aircraft and the additional aircraft.
 10. The aircraft of claim 8, wherein the avoidance system is configured to generate one or more haptic cues that indicate a potential loss of separation in response to predicting a loss of separation between the aircraft and the additional aircraft.
 11. The method of claim 8, wherein the avoidance system is configured to determine a resolution maneuver for the aircraft in response to predicting a loss of separation, and wherein the resolution maneuver is configured to avoid the loss of separation between the aircraft and the additional aircraft.
 12. The aircraft of claim 11, wherein the avoidance system is configured to render a maneuver indicator on the display based on the determined resolution maneuver, and wherein the maneuver indicator graphically indicates the resolution maneuver for a pilot to execute in order to avoid the loss of separation.
 13. The aircraft of claim 12, further comprising pilot controls configured to receive pilot input that controls the aircraft according to the maneuver indicator, wherein the avoidance system is configured to: determine that the predicted loss of separation is avoided; and remove the rendered conflict zone from the display in response to the determination that the predicted loss of separation is avoided.
 14. The aircraft of claim 1, wherein the avoidance system is configured to: determine that the aircraft and the additional aircraft are experiencing a loss of separation; determine a resolution maneuver for the aircraft, wherein the resolution maneuver is configured to regain separation between the aircraft and the additional aircraft; and render a maneuver indicator on the display based on the resolution maneuver, wherein the maneuver indicator graphically indicates the determined resolution maneuver for a pilot to execute in order to regain separation between the aircraft and the additional aircraft.
 15. A non-transitory computer-readable medium comprising computer-executable instructions configured to cause a processing unit to: determine a first predicted trajectory of a first aircraft; determine a second predicted trajectory of a second aircraft; determine a conflict zone volume based on an intersection between the first predicted trajectory and the second predicted trajectory, wherein the conflict zone volume indicates a predicted volume of airspace in which the first aircraft and the second aircraft experience a loss of separation; and render a conflict zone on a pilot display based on the conflict zone volume, wherein the rendered conflict zone graphically represents the conflict zone volume on the pilot display.
 16. The computer-readable medium of claim 15, further comprising instructions that cause the processing unit to render the conflict zone from a first person viewpoint with respect to a pilot of the first aircraft.
 17. The computer-readable medium of claim 15, further comprising instructions that cause the processing unit to render the conflict zone from a side view perspective that indicates the height and depth of the conflict zone with respect to the first aircraft.
 18. The computer-readable medium of claim 15, further comprising instructions that cause the processing unit to render the conflict zone from a third person viewpoint that is outside of the first aircraft and the second aircraft.
 19. The computer-readable medium of claim 15, further comprising instructions that cause the processing unit to render the conflict zone from a top down viewpoint that is outside of the first aircraft.
 20. The computer-readable medium of claim 15, further comprising instructions that cause the processing unit to: determine a third predicted trajectory of a third aircraft; and determine the conflict zone volume based on an intersection between the first predicted trajectory and at least one of the second predicted trajectory and the third predicted trajectory, wherein the conflict zone volume indicates a predicted volume of airspace in which the first aircraft and at least one of the second aircraft and the third aircraft experience a loss of separation.
 21. The computer-readable medium of claim 15, wherein the conflict zone volume is a first conflict zone volume, wherein the rendered conflict zone is a first rendered conflict zone, and wherein the computer-readable medium further comprises instructions that cause the processing unit to: determine a third predicted trajectory of a third aircraft; determine a second conflict zone volume based on an intersection between the first predicted trajectory and the third predicted trajectory; and render a second conflict zone and the first rendered conflict zone on the pilot display based on the second conflict zone volume and the first conflict zone volume, respectively.
 22. The computer-readable medium of claim 15, further comprising instructions that cause the processing unit to: predict whether there will be a loss of separation between the first aircraft and the second aircraft; and modify the rendering of the conflict zone based on whether there will be a loss of separation between the first aircraft and the second aircraft.
 23. The computer-readable medium of claim 22, further comprising instructions configured to generate one or more audio cues that indicate a potential loss of separation in response to predicting a loss of separation between the first aircraft and the second aircraft.
 24. The computer-readable medium of claim 22, further comprising instructions configured to generate one or more haptic cues that indicate a potential loss of separation in response to predicting a loss of separation between the first aircraft and the second aircraft.
 25. The computer-readable medium of claim 22, further comprising instructions that cause the processing unit to determine a resolution maneuver for the first aircraft in response to predicting a loss of separation, wherein the resolution maneuver is configured to avoid the loss of separation between the first aircraft and the second aircraft.
 26. The computer-readable medium of claim 25, further comprising instructions that cause the processing unit to render a maneuver indicator on the pilot display based on the determined resolution maneuver, wherein the maneuver indicator graphically indicates the resolution maneuver for a pilot to execute in order to avoid the loss of separation.
 27. The computer-readable medium of claim 26, further comprising instructions that cause the processing unit to: determine that the predicted loss of separation is avoided; and remove the rendered conflict zone from the pilot display in response to the determination that the predicted loss of separation is avoided.
 28. The computer-readable medium of claim 15, further comprising instructions that cause the processing unit to: determine that the first aircraft and the second aircraft are experiencing a loss of separation; determine a resolution maneuver for the first aircraft, wherein the resolution maneuver is configured to regain separation between the first aircraft and the second aircraft; and render a maneuver indicator on the pilot display based on the resolution maneuver, wherein the maneuver indicator graphically indicates the determined resolution maneuver for a pilot to execute in order to regain separation between the first aircraft and the second aircraft. 